Railway-car.



PATENTED AUG. 16, 1904.

F. S. INGOLDSBY.

' RAILWAY GAR. APPLICATION FILED DBO. 10, 1903.

3 SHEETS-SHEET 1.

N0 MODEL.

PATENTED AUG. 16, 1904.

I. s. INGOLDSBY.

RAILWAY GAR.

APPLIOATION FILED D120. 10, 1903.

3 SHEETS-SHEET 3.

H0 MODEL.

im Mm A plied thereto.

UNITED STATES Patented August 16, 1904.

PATENT OFFICE.

FRANK S. INGOLDSBY, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE INGOLDSBY AUTOMATIC OAR COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF WES" VIRGINIA.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 767,693, dated August 16, 1904.

Application filed December 10, 1903. Serial No. 184,637. (No model.)

To all whom, it may concern! Be it known that I, FRANK S. INGOLDSBY, a citizen of the United States, residing at St. Louis, in the State of Missouri, have invented a certain new and useful Improvement in Railway-Oars, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

The object of my invention is to produce a light and strong railway-car, and while the principles are practically adapted to clumpcars of the type known as Ingoldsby dumpcars the invention is not limited thereto.

It has been proposed heretofore to lighten the weight of the central beam of cars by dividing the same at its center and supporting the central ends of the same by a cross-beam secured to the sides, the outer ends of such longitudinal beam extending to and being supported by the bolsters. By this construction a part of the load formerly carried by the longitudinal beam is transferred to the sides, and where the sides are trussed or are of considerable height they may easily carry the extra load thus transferred. I have shown, described, and claimed such constructionin my application Serial No. 120,959, iiled August 25, 1902.

The construction above described is objectionable in that it unduly weakens the central longitudinal beam.

The object of my invention more particularly is to secure the advantages incident to the construction referred to above Without incurring any of the disadvantages thereof.

Referring to the drawings, Figure 1 represents a side elevation of my central longitudinal beam, the bolsters, cross-beam, and tierod being shown in section, the hood inclosing the cross-beam being removed for clearness of illustration, and a portion of said longitudinal beam being broken away to show the filler-block. Fig. 2 represents a transverse section of a car, showing one embodiment of my invention applied to the longitudinal beam. Fig. 3 represents a sectional detail of a wooden longitudinal beam having my invention ap- Figs. 4:, 6, 8. l0, and 13 repas shown, extending continuously between the bolsters B B. Through or near the neutral axis of the beam A extends the cross beam or member C, a hole being cut through the longitudinal beam at or near the neutral axis, as shown at a. Adjacent to the lower edge of said longitudinal beam may be hinged the door K, usually employed in the Ingoldsby cars.

The beam A, as shown in Figs. 1, 2, and 5, is made of metal. preferably steel, and in small cars or where a commercial sheet-plate of sufficient length may be obtained said beam will be made of one piece of steel. It may, however, be made of as many pieces as convenient without affecting the spirit of my invention. the ridge of the longitudinal beam is the filler block a, said block being of the form shown in Figs. 1, 2, and 5 and being secured, as by riveting, to said beam and member.

The beam C, which is shown as an I-beam, is suitably secured to the longitudinal beam or member, as by means of a flanged plate 0, secured to each side of the beam O and riveted to the longitudinal beam, said plate conforming in shape to the intersecting portion of the beams A and O. The ends of said beam C are secured to the car sides, as by flanged plates 0 c, riveted to opposite sides of said beam and to the car side. The exposed portions of the beam 0 are covered by a bent plate or hood H, extending from the longitudinal beam to the sides of the car.

My invention is shown in Fig. 2 as applied to a car having a plate-girder side D, provided Interposed between the beam C and with upper and lower chords (Z (Z, respectively, said side being connected to or supported by the bolsters B.

In order to strengthen the beam C, I employ the strut E and the tie G. The strut is suitably secured to the lower side of the member C and is provided at its lower end with a bi-- furcation 0, adapted to receive the tie, the ends of the tie passing through the car sides (see Figs. 2, 3, 8, 10, and 13) and being provided with threaded ends 9, having nuts 9 for adjusting the tension of said tie. Suitable bearing-castings for the nuts 9 are provided at 9 Instead of employing a rod as the tie I may substitute therefor a flat plate G, such as is shown in Fig. 4, the ends of said plate being bent up around the ends of the beam 0 between'the same and the car side and being there secured, as by rivets extending through the .flanges of the plates 0 and the car side D. The end of the plate G may extend up on the inside of the car side, as shown, and be riveted thereto as additional support for the end of beam 0.

In Figs. 2 and 7 I have indicated one mannerof extending the tie-rod through the sideviz. by cutting a hole through the lower flange and the web of thebeam C of suflicient size to enable the tie-rod to pass therethrough.

The plates 0 are bent to conform to the tierod and are sufficiently strong and sufficiently well riveted to the web of thebeam C to compensate for the metal thus cut away.

The construction shown in Figs. 8 and 9 agrees with that shown in Figs. 2 and 7 ,.ex

cept that the cut through the beam C is made saw-cut in the lower corner of C and spread the parts of the beam apart sufliciently to allow the passage of the rod G.

Fig. 12 represents a construction identical with Fig. 11, save that the beam 0' is made of two channel-beams placed back to back instead of being made of an I-beam.

In Fig. 13 the rod Gr is shown as passing through a hole cut in the lower flange of the beam C and through the flange 0 of the plate 0 and the side D, passing on one side of and close to the web of the beam G. The other end of the rod will preferably pass on the other side of said web.

As a further modilication of the manner of securing the ends of the tie-rod the same may be flattened out and riveted to the web of the member (1, as shown in Fig. 6.

My invention has been described thus far as applied to a metallic car,the car having a metallic longitudinal beam. I may,however, employ the same in connection with a longitudinal wooden member, such as is shown in myPatent No. 720,031, granted February 10, 1908. This longitudinal member A may be itself composed of several members, as is the case with the construction shown in the patents cited. In such case the hole is cut through or near the neutral axes of the individual members, as shown in Fig. 3, the cross-beam G extending through said hole. In this case in order to give a suificient amount of bearing-surface I provide the strut E with two supporting-arms F, engaging the lower surfaces of the main longitudinal members. The cross-beamG may be of wood, as indicated in the figure, and may be suitably secured, as by tenoning, into the wooden side sill or chord (Z Having described my invention, I claim 1. In a car, the combination of the sides, bolsters supporting the sides, a longitudinal beam or member extending from bolster to bolster and a cross beam or member having its ends secured to the sides midway between the bolsters and extending through the longitudinal beam at or near the neutral axis thereof, substantially as described.

2. In a car, the combination of the sides, of bolsters supporting the sides, of a longitudinal beam extending continuously from bolster to bolster and having a hole cut through the same at or near its neutral axis and midway between the bolsters, of a cross beam or member connected at its opposite ends to the car sides and extending through the hole in the longitudinal beam and secured to said beam, substantially as described.

3. In a car, the combination of the sides, of a bolster supporting the sides, of a central longitudinal beam or member extending continuously from bolster to bolster, of a cross beam or member extending through said longitudinal beam or member at or near its neutral axis and secured to the car sides midway between the bolsters, and means for supporting said central and cross beams or members at their intersection, substantially as described.

4'.- In a car, the combination of a central longitudinal beam, of a cross-beam intersecting said longitudinal beam, a strut secured to said cross-beam at its intersection with the longitudinal beam, and a tie extending from said strut adjacent to the opposite ends of the cross-beam, substantially as described.

5. In a car, the combination of a longitudinal beam of inverted-V shape, of an I-beam cross member extending through said longitudinal beam, and a plate secured to the web of said cross-beam within the longitudinal beam and provided with flanges for securing said cross-beam to said longitudinal beam, substantially as described.

6. In a car, the combination of a longitudinal beam of inverted-V shape, of a cross-beam extending through said longitudinal beam below the ridge thereof, of a filler-block interposed between the top of said cross-beam and the ridge of the longitudinal beam, substantially as described.

7 In a car, the combination of the sides, of a longitudinal beam, of a cross-beam extending from side to side and through said longitudinal beam, of a tie, a strut extending between said tie and cross-beam, said tie extending to the outer extremities of said cross-beam, substantially as described.

8. In a car, the combination of the sides, of a hollow longitudinal beam, of a cross-beam extending through said longitudinal beam and secured to the car sides, of a strut depending from said cross-beam, said strut having arms or brackets engaging the lower surface of the longitudinal beam, and a tie-rod extending under said strut and having its ends extending through the car sides and there provided with tension-adjusting means, substantially as described.

9. In a car, the combination of the sides, bolsters connected to the sides, a longitudinal beam extending from bolster to bolster, a cross-beam having its ends secured to the sides and extending through the neutral axis of the longitudinal beam at the longitudinal center thereof, and means for securing together said cross and longitudinal beams, substantially as described.

10. In a car, the combination of the sides, of a cross-beam extending from side to side, a strut depending from said cross-beam, a tierod extending from said strut through the sides of the car, the ends of said tie-rod being threaded, and nuts for the threaded ends of said tie-rod, substantially as described.

11. In a car the combination of the load-inclosing sides, bolsters supporting the same, a longitudinal beam or member extending from bolster to bolster, a cross-beam having its ends abutting and secured to saidsides, said crossbeam passing through the longitudinal beam and supporting it, and a tie-rod for the crossbeam passing beneath the longitudinal beam.

12. In a car, in combination, the sides, a longitudinal beam, a cross-beam extending from side to side and passing through the longitudinal beam, a strut bearing against the under side of the cross-beam where it crosses the longitudinal beam, and a tie-rod for said strut.

13. In a car, the combination with the sides, a longitudinal beani in the form of an inverted V, a cross-beam secured to the sides and passing through openings in the longitudinal beam, means for securing the longitudinal beam to the cross-beam, a strut secured to the cross-beam beneath the longitudinal beam, and a tie-rod passing beneath said strut.

In testimony whereof I hereunto affix my signature in the presence of two witnesses.

FRANK S. INGOLDSBY.

Witnesses: v

GHAs. H. MEYER, THELMA KNUDsoN. 

